Central Tire Inflation Wheel Assembly and Valve

ABSTRACT

The present invention is a valve for use in a central tire inflation system including a casing securable to the rim of a vehicle in communication with the tire that houses a main body connectable to a pressurized fluid supply of the central tire inflation system, and a valve member moveable within the main body to control the flow of air through the valve. The valve can be mounted flush on the exterior surface of the rim or in a recessed position within the rim, and can be connected to a manifold that is able to control the flow of pressurized fluid from the central tire inflation system to each valve and tire connected to the valve. The operation of the manifold and pressurized fluid supply can be controlled utilizing a controller operably connected to the manifold and fluid supply.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority from U.S. Provisional Application Ser.No. 61/100,812, filed Sep. 29, 2008, which is expressly incorporated byreference herein in its entirety.

FIELD OF THE INVENTION

The present invention relates to tire inflation valves, and morespecifically to a tire inflation valve that forms part of a central tireinflation system of a vehicle.

BACKGROUND OF THE INVENTION

In order to inflate and deflate the tires forming part of the wheels ona vehicle, valves are often located in or on the rims or hubs of thewheels to be used for selectively inflating and deflating the tiresdisposed around the wheel rims. Air can be directed through the valveseither into or out of the tires to increase or decrease the air pressurein the tires, correspondingly altering the ride characteristics of theindividual wheel, and the overall vehicle.

On most occasions the valves are only accessible from the exterior ofthe wheel, such that it is necessary to exit the vehicle to use thevalve to inflate or deflate the tire. However, various central tireinflation systems (CTIS) have been developed that provide valves on thewheel rims that can be remotely activated from the cab or other drivercompartment for the vehicle. These systems enable an individual tocontrol the flow of air into and out of the vehicle tires using thevalves to vary the ride characteristics of the tires as necessary.Examples of systems of this type are illustrated in each of Howald etal. U.S. Pat. No. 6,474,383, Wang et al. U.S. Pat. No. 7,168,468, andco-owned and co-pending U.S. Non-Provisional patent application Ser. No.11/680,303, each of which are incorporated by reference herein. In eachof these patents, the rim of the wheel is formed with internal passagesthat enable air to be selectively passed from a compressed air supplythrough the passages to a valve. The valve is selectively operable fromwithin the passenger compartment or cab of the vehicle to enable air toflow through the valve and into the tire through the passages formed inthe rim. The passages are formed in either the outer rim (as in the '383patent) or in the inner rim (as in the '468 patent) and form a flow pathfrom an inlet for the compressed air through the rim and the associatedvalve to an opening on the exterior surface of the rim component that islocated between the opposed sides of the wheel formed by the inner andouter rim sections. This outlet is also located between the beads of atire mounted to the wheel, such that air exiting the outlet is retainedwithin the tire to increase or decrease the air pressure within thetire, i.e., inflate or deflate the tire as desired.

Nevertheless, these prior art central tire inflation systems utilizepassage designs that require the valves utilized therewith to havedesigns which require a number of additional components for theincorporation of the valves into tires for use with existing centraltire inflation systems. These additional components greatly increase thecost and complexity of the valves and the associated CTIS, causing thevalves to fail on a regular basis, necessitating that the valves berepaired and/or replaced on a consistent basis.

Additionally, the configuration of the passages in the rim in certainprior art systems requires that the valve be positioned in an abuttingrelationship with the passages on the exterior surface of the rimcomponent, i.e., surface-mounted on the rim. This positioning for thevalve on the exterior of the rim in an exposed location where the valvecan easily be damaged by debris or other objects striking the valve whenthe vehicle is in operation. In most instances, a wheel cover isrequired to protect the valve and other ancillary components for thecentral tire inflation system, such as hoses and fittings. The wheelcover is formed of steel or a composite material, and can trap rockswithin the cover when in use, turning the cover into a rock tumbler thatenables the rocks to damage the valve and other components of the CTISsystem on the wheel that the cover is meant to protect.

As a result, it is desirable to develop a valve for use in a centraltire inflation system that includes a minimum of parts and that can beincorporated into a number of different types of wheels. Also, it isdesirable to develop a valve that can be positioned within a rim of awheel incorporating a central tire inflation system that in a recessedor imbedded manner to effectively reduce the profile of the valve on theexterior of the wheel, or that has a minimized profile when positionedon the exterior of the rim, thereby reducing the likelihood of the valvebeing struck and damaged during operation of the vehicle.

It is also desirable to develop a CTIS that includes not only valve thathave an improve configuration and structure, but an internal airflowdistribution system that also has an improved structural and operationalconfiguration.

SUMMARY OF THE INVENTION

According to one aspect of the present invention, a tire valve isprovided that can be seated directly on or within a tire wheel andincludes a minimum of moving parts to simplify the construction of thevalve and to increase the longevity of the valve. The valve includes acasing that is secured to the wheel rim to position the valve on theexterior of the rim or in a position where the valve is located in arecessed position with regard to the rim. The casing encloses a mainbody that is positioned within the casing in a sealed configuration toprevent air flow between the casing and the main body. The casing alsoincludes an aperture that positions the main body in communication withan air supply used to inflate the tires of a vehicle such that the airsupply can direct an air flow through the main body to the tire thoughan outlet in the casing. To control the air flow from the air supply,the main body includes a valve poppet sealingly, but movably securedtherein, that includes a lower portion that is completely held withinthe main body, and an upper portion that extends outwardly from the mainbody. The upper portion includes a sealing member that selectivelycloses off the interior of the main body, to allow air flow from the airsupply out of the main body past the valve poppet. The valve poppet isbiased into a either an open or a closed position by a biasing memberengaged between the valve poppet and the main body. The biasing memberassists in enabling the valve poppet to be moved with regard to the mainbody with only slight changes in air pressure within the main body toallow air flow either to or from the tire. This allows the valve poppetto be operated very quickly and easily, such that control of theoperation of the valve can be remotely controlled via a controllerconnected to the pressurized air source.

According to another aspect of the present invention, the valve poppetand biasing member of the valve are designed to be removably andreplaceably positioned within either of two versions of the valve.Depending upon the particular application of the valve, i.e., thevehicle on which the valve is to be mounted, the valve poppet andbiasing member can be inserted within the main body of the valve forcontrolling the air flow through the valve to the wheel rim. This designfor the valve allows the valve to be quickly repaired or replaced shouldeither of these components of the valve become damaged.

According to still another aspect of the present invention, the valve isoperably connected to a manifold located on the vehicle that controlsthe flow of air between the air supply and the valve. The manifold canbe operated to control the air flow to specified valves, such as tothose valves located on the front wheels and the rear wheels,independently of one another. This control is provided by control valvesdisposed on the manifold and capable of being selectively operated bythe operator of the vehicle to direct the air flow from the air supplyto the specified tires, as desired.

Numerous other aspects, features and advantages of the present inventionwill be made apparent from the following detailed description takentogether with the drawing figures.

BRIEF DESCRIPTION OF THE DRAWINGS

The drawings illustrate the best mode currently contemplated ofpracticing the present invention.

In the drawings:

FIG. 1 is an isometric view of a first embodiment of a wheel valveconstructed according to the present invention;

FIG. 2 is an isometric view of a second embodiment of the wheel valve ofFIG. 1;

FIG. 3 is a cross-sectional view along line 3-3 of FIG. 1;

FIG. 4 is a cross-sectional view along line 4-4 of FIG. 2;

FIG. 5 is an isometric view of the wheel valve of FIG. 1 mounted to awheel rim;

FIG. 6 is a cross-sectional view of the wheel valve of FIG. 1 in aclosed position;

FIG. 7 is a cross-sectional view of the wheel valve of FIG. 1 in an openposition;

FIG. 8 is a partially broken away, isometric view of the wheel valve ofFIG. 2 mounted to a wheel rim;

FIG. 9 is a cross-sectional view of the wheel valve of FIG. 2 mounted toa wheel rim;

FIG. 10 is an angled cross-sectional view of the wheel valve of FIG. 2in a closed position;

FIG. 11 is an angled cross-sectional view of the wheel valve of FIG. 2in an open position;

FIG. 12 is an isometric view of a first embodiment of a manifold used tocontrol the valve of FIG. 1 in a central tire inflation system;

FIG. 13 is a front plan view of the manifold of FIG. 12;

FIG. 14 is a cross-sectional view along line 14-14 of FIG. 13;

FIG. 15 is a schematic view of the central tire inflation systemincluding the manifold of FIG. 12;

FIG. 16 is an isometric view of a second embodiment of a manifold usedto control the valve of FIG. 1 in a central tire inflation system;

FIG. 17 is a rear isometric view of the manifold of FIG. 16;

FIG. 18 is an isometric view of a manifold block of the manifold of FIG.17;

FIG. 19 is a top plan view of the manifold block of FIG. 18;

FIG. 20 is a rear isometric view of the manifold block of FIG. 18; and

FIG. 21 is a top plan view of a controller used to operate the centraltire inflation system including the valve of FIG. 1.

DETAILED DESCRIPTION OF THE INVENTION

With reference now to the drawing figures in which like referencenumerals designate like parts throughout the disclosure, a firstembodiment of a wheel valve constructed according to the presentinvention is indicted at 10 in FIGS. 1, 3 and 5-7. The valve 10 includesa casing 12 that is secured to the rim 14 of a wheel 16 adapted tosupport a tire (not shown) thereon. The rim 14 includes a number of airpassages or channels 18 formed therein, with the casing 12 mounted overor otherwise in communication with one of the passages 18. The casing 12is mounted flush against the rim 14 in any suitable manner to maintainan air-tight engagement between the casing 12 and the rim 14. In apreferred embodiment, the casing 12 includes a pair of flanges 20extending outwardly from the casing 12 that include bores 22 formedtherein. The bores 22 receive suitable fasteners 23 therethrough thatare engaged with the rim 14 to affix the casing 12 to the rim 14. In apreferred embodiment, the flanges 20 are integrally formed with thecasing 12, but alternatively the flanges 20 can be formed on a ring (notshown) that is releasably engaged with the exterior of the casing 12,such as by the use of suitable threaded engagement structures on thering and the casing 12.

The casing 12 is formed of any suitable material, such as a metal orgenerally rigid plastic, and includes a central cavity 26 formedtherein. The cavity 26 includes an open lower end 28 and an outlet 30spaced from the lower end 28 adjacent a closed upper end 31. The lowerend 28 is adapted to be engaged with a suitable air supply (not shown)that forms part of a central tire inflation system 1000 (FIG. 15)including a central controller 500 (FIG. 21) connected to the air supply1002 (FIG. 15) to direct the air through suitable conduits 1004 (FIG.15) that extend to each of the tires 1006 (FIG. 15) of the vehicle, suchas along or though the axle of the vehicle. Additionally, the lower end28 includes a peripheral notch 100 extending radially outwardly from thelower end 28, and in which a sealing member 102 is positioned. When thecasing 12 is mounted to the rim 14, the sealing member 102 engages therim 14 and provides an air-tight engagement between the casing 12 andthe rim 14 such that air routed from the air supply passes only into thecasing 12.

Spaced from the lower end 28, the outlet 30 can have any desired shapeor form, and provides a passage for air flow into or out of the casing12 to the tire. In a preferred embodiment, the outlet 30 is locatedgenerally opposite the lower end 28 and is formed as a circular bore 32extending through the casing 12 into communication with the centralcavity 26. The bore 32 receives a fitting 34 that includes a narrow end36 positioned and secured within the bore 32 in any suitable manner,such as by a threaded or welded engagement, and a wide end 38 oppositethe narrow end 36. The narrow end 36 includes a circumferential flange40 that serves as a stop for the insertion of the narrow end 36 into thebore 32. Adjacent the flange 40 is disposed a recess 42 in which ispositioned a sealing member 44, such as an O-ring, that sealinglyengages the interior of the bore 32 or a tapered surface 33 of the bore32 when the narrow end 36 is received therein to seal the outlet 30.When engaged with the outlet 30, the fitting 34 allows air to flowthrough a central passage 46 formed therein either from the valve 10, orfrom the tire, which is connected to the wide end 38 via a tube (notshown) engaged with the wide end 38 in a suitable manner.

Referring now to FIGS. 1, 3, and 5-7, the central cavity 26 of thecasing 12 houses a main valve body 48 and a valve member or poppet 50disposed therein. The main body 48 is formed of any suitable material,such as a metal or rigid plastic, and is formed to conform to the shapeof the cavity 26, which is preferably, but not required to be,cylindrical in shape, and which assists in holding the sealing member102 in the notch 100 for proper engagement with the rim 14. The body 48includes an outer wall 54 having an open upper end 56 with a taperedinner surface 57, and a radially inwardly extending lower wall 58 thatdefines an aperture 60 therein that is in fluid communication with thelower open end 28 of the casing 12. The outer wall 54 includes a numberof peripheral grooves 62 on its exterior surface in which are disposedsealing members 64, such as O-rings. When the main body 48 is positionedwithin the central cavity 26 of the casing 12, the sealing members 64engage the interior of the cavity 26 and provide an air-tight engagementof the main body 48 with the casing 12.

Within the main body 48 is disposed the valve poppet 50, which is formedof a suitable material, such as a metal or a generally rigid plastic,which has a lower section 66 and an upper section 68 joined by a centralsection 70. The lower section 66 is formed to be complementary in shapeor cross-section to the interior 49 of the main body 48 such that thelower section 66 can move or slide within the interior 49 of the mainbody 48, while also preventing air or fluid flow between the lowersection 66 and the main body 48. The sealing engagement of the lowersection 66 and the main body 48 can be accomplished using any othersuitable means, as are known in the art, which also allow the lowersection 66 to move with respect to or slide within the interior 49 ofthe main body 48. The lower section 66 is also hollow or tubular inconfiguration such that an air flow can pass completely through thelower section 66. Additionally, the exterior surface 67 of the lowersection 66 can be formed with a number of grooves 72 thereon. Thegrooves 72 lessen the amount of surface of the lower section 66contacting the main body 48, without compromising the fluid-tightengagement between the lower section 66 and the main body 48. Byreducing the area of the lower section 66 contacting the main body 48,when ice forms within or around the valve 10 due to condensation, thereduced amount of contact between the lower section 66 and the main body48 enables the ice to be broken up more easily, consequently enablingthe lower section 66 to slide with respect to the main body 48, so thatthe valve 10 functions properly, even in cold conditions.

Above and connected to or integrally formed with the lower section 66 isthe central section 70. The central section 70 is formed to be narrowerin diameter than the lower section 66 to effectively space the centralsection 70 from the main body 48, and includes a number of air flowapertures 76 formed therein above a stop flange 77 formed within thelower section 66 by the connection of the central section 70 to thelower section 66. The apertures 76 are disposed around the periphery ofthe central section 70 an enable air flow to pass through the apertures76 between the outlet 30 and the aperture 60 in the main body 48.

To selectively prevent air flow through the apertures 76, the uppersection 68 is connected to or integrally formed with the central section70 opposite the lower section 66, and formed with a diameter greaterthan the diameter of the lower section 66 and the interior 49 of themain body 48, such that the upper section 68 can selectively engage theopen upper end 56 of the main body 48. To accomplish this function, in apreferred embodiment, the upper section 68 includes a cylindrical top 78and a conical part 80 extending downwardly from the top 78. The conicalpart 80 is shaped to function as a guide for the valve poppet 50 byengaging the tapered inner surface 57 of the upper end 56 of the mainbody 48 to align the valve poppet 50 within the main body 48. Inaddition, the conical part 80 is separated from the top 78 by aperipheral groove 82 within which is positioned a sealing member 83,such as an O-ring. The groove 82 and sealing member 83 are locatedadjacent the top 78, such that the sealing member 83 engages the taperedsurface 57 when the valve poppet 50 is in the closed position, bestshown in FIG. 6. In this position, the engagement of the sealing member83 with the surface 57 prevents any air flow through the apertures 76and lower section 66 between the outlet 30 and the lower open end 28 ofthe casing 12. However, when the sealing member 83 is moved away fromthe surface 57 by the axial movement of the poppet 50 with respect tothe main body 48, air flow is permitted through the valve poppet 50, viathe apertures 76 and hollow lower section 66, between outlet 30 and theaperture 60/open lower end 28.

To control, in part, the movement of the valve poppet 50 within the mainbody 48, a biasing member 84 is disposed within the main body 48. Thebiasing member 84, which is preferably a spring 86, has a first end 88that engages the lower wall 58 of the main body 48 around the aperture60, and a second end 90 that extends into the lower section 66 of thevalve poppet 50 and engages the stop flange 77 formed by the centralsection 70. Thus, the biasing member 84 provides a biasing force on thecentral section 70 of the valve poppet 50 that urges the valve poppet 50away from the lower wall 58, thereby unseating the conical part 80 andsealing member 83 from the tapered surface 57 on the main body 48. Thus,the biasing member 84 urges the valve poppet 50 into the open positionas shown in FIG. 7.

To prevent the flow of air through the valve 10 and oppose the bias ofthe biasing member 84, the force exerted by the biasing member 84 isselected to be less than the force exerted by the normal operating rangeof pressure of the air in the tire 1006 to which the valve 10 isconnected. In this manner, while the biasing member 84 is urging thevalve poppet 50 away from the surface 57 on the main body 48, the forceof the air pressure from the tire acts on the poppet 50 through theoutlet 30 in opposition to the biasing member 84 to urge the poppet 50into engagement with the main body 48. Thus, because during normaloperation of the vehicle and tire 1006, the force of the air pressurewithin the tire is greater than the force exerted by the biasing member84, the air pressure overcomes the biasing member 84 and maintains thepoppet 50 in the closed position shown in FIG. 6.

To operate the valve 10, the operator of the vehicle through a suitablecontroller 500 (FIG. 20) causes air from the air supply 1002 to bedirected into the valve 10 through the aperture 60 in the lower wall 58of the main body 48. When the pressure exerted by this air flow from theair supply 1002 and the biasing force of the biasing member 84 exceedsthat of the air pressure from the tire 1006, the poppet 50 moves towardsthe upper end 31 of the casing 12 and away from the main body 48 toallow air flow between the tire and the air supply. Further, because thepoppet 50 is moved away from the main body 48 due the combined forces ofthe air flow from the air supply and the biasing member 84, the air flowneeded to move the poppet 50 can be less than that of the air pressurein the tire. As a result, the valve 10 can be operated to inflate ordeflate the tire, by allowing air flow into or out of the tire dependingon the pressure differential between the tire air pressure and thepressure of the air flow used to operate the valve 10. In a preferredembodiment, the air pressure needed to move the poppet 50 and operatethe valve 10 is between 1 psi and 145 psi. Further, if the pressure ofthe air from the supply 1002 used to operate the valve is greater thanthe pressure of the air in the tire 1006, the air flow will proceedthrough the valve 10 and into the tire to inflate the tire. Conversely,if the pressure of the air from the supply 1002 used to operate thevalve is less than the pressure of the air in the tire 1006, the airflow will proceed out of the tire through the valve 10 to deflate thetire 1006.

Looking now at FIGS. 2, 4, and 8-11, a second embodiment of the valve10′ is illustrated. In this embodiment, the valve 10′, instead of beingmounted flush with the rim 14, as for valve 10, is mounted within thepassage 18, such that the valve 10′ is recessed within the rim 14 tolessen exposed portion of the valve 10′ relative to the valve 10, andconsequently reduce the potential for objects striking and damaging thevalve 10′. The passage 18 is formed within a rim 14 having an inner rim201 and is connected to an air channel 200 formed in the inner rim 201in any suitable manner, such as by drilling, though the rim 14 to thepassage 18, and channel 200 could also be formed in the outer rim 206,or between the outer rim 206 and the inner rim 201, if necessary. Thechannel 200 terminates in a groove 202 formed in a peripheral wall 204of the inner rim 201, and that preferably extends radially inwardly fromthe channel 200 towards the center of the peripheral wall 204 of theinner rim 201. When an outer rim 206 is affixed to the inner rim 201, asbest shown in FIG. 9, the outer rim 206 is positioned over the airchannel 200 and a portion of the groove 202 to define an air flow pathbetween the passage 18 and the exterior of the peripheral wall 204, overwhich the tire is positioned, thereby creating a path for introducingand removing air from the interior of the tire. Air is prevented frompassing from the tire between the inner rim 201 and the outer rim 206due to a sealing member 208 disposed in a circumferential groove 209positioned on one of the inner rim 201 or the outer rim 206 and locatedbetween the inner rim 201 and the outer rim 206.

Alternatively, the shape and direction of the groove 202 can be variedas desired, so long as the end of the groove 202 opposite the channel200 is not completely obscured by the outer rim 206. Additionally, thegroove 202 can be omitted entirely, and the channel 200 can be formed toextend from the passage 18 to a point on the peripheral wall 204 belowthe outer rim 206 when the outer rim 206 is secured to the inner rim201. Also, the outer rim 206 can be formed in a manner that allowscommunication between the channel 200 and the tire when the wheelassembled, such as by forming the groove 202 in the outer rim 206.Further, the inner rim 201 and the outer rim 206 can be formed as asingle piece rim (not shown), eliminating the need for securing thesections to one another.

In the valve 10′, the casing 12′ is formed similarly to the casing 12 ofthe previous embodiment, but has reduced in size to compensate for thereduced portion of the valve 10′ located above the exterior surface ofthe rim 14. The casing 12′ includes flanges 20′ with bores 22′ used tosecure the casing 12′ to the rim 14, and a central cavity 26′ formedtherein. However, unlike the casing 12, the casing 12′ only has an openlower end 30′, and does not include any other opening or aperture in thecasing 12′. A notch 24′ is formed around the open lower end 30′ andincludes a sealing member 28′ therein that sealingly engages the rim 14when the casing 12′ is secured thereto to provide an air tightengagement between the casing 12′ and the rim 14.

The cavity 26′ receives portion of a main body 48′ and a valve poppet50′ located partially within the main body 48′, as well as a biasingmember 84′ engaged between the poppet 50′ and the main body 48′. Thevalve poppet 50′ and biasing member 84′ are formed identically to thepoppet 50 and biasing member 84 in the previous embodiment, such thatthe components are interchangeable, and thus the structure and operationof the poppet 50′ and biasing member 84′ will not be discussed in anyfurther detail.

Referring now to FIGS. 8-11, the main body 48′ is formed of any suitablematerial, such as a metal or hard plastic, and is formed to generallyconform to the shape of the cavity 26′, which is preferably cylindricalin shape, but that can be formed with any suitable cross-section. Thebody 48′ includes an outer wall 54′ having an open upper end 56′ with atapered inner surface 57′, and a radially inwardly extending lower wall58′ that defines an aperture 60′ therein. However, the outer wall 54′conforms in diameter only to a reduced diameter lower portion 300 of thepassage 18 (FIG. 9), with the remainder of the outer wall 54′ having adiameter less than that of the passage 18 to form a space 302therebetween. The space 302 is in communication with the channel 200,such that air may flow freely between the channel 200 and the space 302.

The outer wall 54′ includes a peripheral groove 62′ on its exteriorsurface adjacent the lower wall 58′ in which is disposed a sealingmember 64′, such as an O-ring. As best shown in FIG. 9, when the mainbody 48′ is positioned within the passage 18, the sealing member 64′engages the interior of the reduced diameter portion 300 of the passage18 and provides an air-tight engagement of the lower end of the mainbody 48′ with the passage 18 in the rim 14.

At the upper end 56′, the outer wall 54′ includes a number of radiallyoutwardly extending tabs 66′ that are spaced from one another around theperiphery of the main body 48′, best shown in FIG. 10. The tabs 66′define a number of spaces 68′ therebetween and are used to properlyposition the body 48′ within the casing 12′. When the valve 10′ ismounted to the rim 14, the main body 48′ is inserted into the casing 12′and the tabs 66′ are engaged by the interior wall of the cavity 26′ andan annular shoulder 70′ disposed within the cavity 26′ of the casing12′. This engagement serves to properly locate the tabs 66′ and thus themain body 48′ within the cavity 26′, the sealing member 64′ in sealingengagement with the passage 18, and the casing 12′ flush against the rim14.

When the casing 12′ is affixed to the rim 14, air flow from the airsupply is directed into the valve 10′ through the aperture 60′ in thelower wall 58′ of the main body 48′ from a suitable air supply 1002 forthe CTIS 1000. The engagement of the sealing member 64′ between thepassage 18 and the main body 48′ prevents any air from passing betweenthese components and into or out of the space 302 surrounding the mainbody 48′ within the passage 18.

Because air can flow freely between the channel 200 and the space 302,the air pressure from the tire 1006 is exerted on the poppet 50′ alongthe channel 200, through the space 302 and onto the poppet 50′ via thechannels or spaces 68′ defined between the tabs 66′ on the main body48′. In this manner, the air pressure within the tire operates to closethe valve 10′ in the same manner as in the previous embodiment for thevalve 10. In addition, when a pressurized air flow is introduced intothe main body 48′ from the air supply 1002 through the aperture 60′, thepoppet 50′ is urged away from the main body 48′, as shown in FIGS. 9 and11, allowing air to flow into or out of the space 302 and consequentlythe tire 1006, via the apertures 76′ in the central section 70′ of thepoppet 50′, which results in the inflation or deflation of the tire.

To further refine the control of the operation of the valves 10 or 10′,the central tire inflation system 1000 can incorporate a manifold 400,shown in FIGS. 12-20. In a first embodiment for the manifold 400 shownin FIGS. 12-15, the manifold 400 is positioned on the vehicle (notshown) between the valve 10 and the air supply or compressor 1002 (FIG.15) and can be secured to the vehicle using suitable fasteners 440inserted through mounting bores 401 in the manifold 400 and secured tothe vehicle where desired. The manifold 400 is formed from a block 403of a suitable material, and includes an air inlet port 402, a number ofair outlet ports 404, and a pressure relief port 406. The inlet port 402is connected to the air supply 1002 using a suitable conduit 1004 suchthat air coming from the air supply 1002 is directed into the manifold400 via the inlet port 402.

Once in the manifold 400, the air is directed into a three way solenoidinflation valve 408 that can be controlled by the operator of thevehicle to release selected amounts of air into the remainder of themanifold 400, or to prevent the passage of any air into the manifold400.

If the valve 408 is opened, the air flows through the valve 408 andthrough a pressure compensated flow control device 409 that, during adeflation mode for the system 1000, could maintain the velocity of thefluid flow the exhaust the tires 10006 in a timely manner into supplytubes 410 formed in the block 403 and closed by plugs 411. The air inthe supply tubes 410 is directed towards each of the outlet ports 404 tosupply air to the tires 1006 through the valves 10, 10′ connectedbetween each of the ports 404 and the tires 1006. The supply tubes 410also includes a solenoid dump valve 412 connected thereto, to controlthe air flow into the respective outlet ports 404. Additionally, apressure transducer 414 is connected to the supply tube 410 to monitorthe pressure of the air flow in the manifold 400 and provide thisinformation to the vehicle operator. Also, the tube 410 includes a checkvalve 416 disposed therein adjacent the device 409, formed by a cone 418biased into engagement with a reduced diameter section of the tubes 410by a biasing member 420 disposed between the cone 418 and a plug 411 tocontrol the flow of air within the tubes 410.

By using the manifold 400, it is possible to control the pressurizationor depressurization of multiple tires on a vehicle in a closelycontrollable manner by employing a controller 500 that is operablyconnected to the valves 408, 412, the flow control 409, the pressuretransducer 414, the fluid supply 1002 and optionally to the valves 10,10′ (FIG. 15). Also, for vehicles that require pressure differentialsbetween various tires 1006 on the vehicle, such as on a four wheel drivevehicle, and/or a vehicle pulling trailer, additional manifolds can belocated within the vehicle and connected to the air supply and therespective tires 1006 to control the air pressure within each of thosetires independently of the other tires on the vehicle.

Looking now at FIGS. 16-20, a second embodiment of the manifold 400′ foruse in the system 1000 is shown. The manifold 400′ is formed similarlyto the manifold 400 of a block 403′ with mounting bores 401′, that alsoincludes an inlet port 402′ with fitting 402A′connectable to the fluidsupply 1002 and a number of outlet ports 404′ with fittings404A′connectable to each of the tires 1006. The block 403′ is alsoconnected to an electrical box 430′ via fasteners 422′ engaged withinbores 424′ in the block 403′ that houses a printed circuit board 450′.This manifold 400′ is a closed loop system, similar to the manifold 400,with a static pressure check versus a dynamic pressure check. Themanifold 400′ can be activated with an adjustment cycle which givespower to 3-5 solenoid valves 408′ and 412′ per manifold 400′ creating apressurized closed loop system to provide accuracy of ±0.25 psi betweenall tires 1006 connected to the manifold 400′ during static pressurechecks.

Connected to the manifold 400′ are an inflation valve 408′ in a port408A′, which is a 2-way 2-position NC, a number of deflation valves 412′in ports 412A′, which are 2-way 2-position NO, and an exhaust or dumpvalve 416′ in port 416A′, which is a 2-way 2-position NO. The inflationvalve 408′ is operable to pass air or fluid from the fluid supply 1002through the passages 410′ within the block 403′ from the inlet 402′ tothe outlets 404′ to inflate the tires 1006. The system 1000 can beprogrammed to shut the inflation valve 408′ off, pausing the inflationcycle while maintaining a closed loop pressurized system. During thisshort pause the system 1000 can equalize pressure in all tires 1006 andtake a static pressure reading to verify the system pressure with theprogrammed pressure requirement.

The deflation valves 412′ replace the pressure compensated flowcontroller 410 of the first embodiment to deflate the tires 1006. Thesize and the number of tires 1006 each manifold 400′ has to control willdetermine the number of valves 412′ connected to the manifold 400′. Inoperation, the valves 412′ are opened one at a time in a manner ofregulating the flow of air deflating from the tires 1006 through thewheel valves 10, 10′ and through the solenoid valve 412′. At higherpressures, only one valve 412′ is opened at a time because the deflationflow volume allows the wheel valves 10, 10′ to stay open withoutprematurely snapping shut. However, another deflate solenoid valve 412′can be energized to come on line or open once the flow volume isdecreased to a level where an increase in the deflation flow volume canbe accommodated without that signal reaching the wheel valve 10, 10′ totrigger the shutting off of the wheel valves 10, 10′ to shuttingprematurely before the pressure adjustment was completed.

The additional solenoid valve 416′ secured to the manifold 400′ for useas an exhaust or dump valve sends a pressure signal, via the fluid, tothe wheel valve 10, 10′ great enough to shut the wheel valve 10, 10′from the biased side tire pressure. Once the programmed pressure hasbeen met, the system 1000 will take power away from all valves 408′opening up the closed loop system to atmospheric pressure sending asubstantial pressure drop signal to the individual wheel valves 10, 10′to snap shut due to the remaining pressure on the bias side of the wheelvalve, i.e., the tire pressure.

The electrical box 430′ encloses the circuit board 450′ wired directlyto a pair of connectors 460′ and a pressure transducer 414′ ported tothe board 450′ inside of a pipe plug 462′ which is ported directly intothe airway system 410′ in the manifold block 403′ and wired directly tothe board 450′ in the box 430′. One of the connectors 460′ connects theindividual valves 408′, 412′, 416′ to the board 450′ to control andsupply power to the valves 408′, 412′, 416′. The other connector 460′ isconnected to and preferably receives power from the controller 500 andcontroller-area network (CAN) bus (not shown) of the vehicle, which isknown in the art for use in vehicular applications, in order to operatethe system 1000. If a CAN bus is not used in the vehicle, a wire harnesscan connect directly to the controller 500 from this connector 460′.Once the CTIS electrical system 1000 ties into the vehicle's CAN busarchitecture, the controller 500 can monitor vehicle areas of interestto the operation of the system 1000, e.g., vehicle speed. Each of theelectrical components has their own CAN Bus connection point andaddress. Therefore, when a command comes from our controller 500instructing our manifold 400′ to open or close a valve 408′, 412′ 416′,these components can receive that particular information through thevehicles' CAN Bus Architecture. When the CTIS manifold 400′ performs allinstructions from the CTIS controller 500 and completes an adjustmentcycle, the signals are picked up from the controller 500 and displayedon the controllers' user interface panel 550. The adjustment cycle thenterminates until the next adjustment selection is made by the operatorvia the interface panel 550, or until the next automatic recheck cycleis initiated by the board 430′ as a result of a preset recheck cyclestored within the system 1000 and utilized autonomously by the system1000 to check the status of the tires 1006 on the vehicle.

Referring now to FIG. 21, a schematic view of the controller 500 that isoperably connected to the manifold 400, and in particular to the valves408 and 412 and/or the transducer 414, as well as to the air supply 1002of the system 1000, as well as to the vehicle (not shown), to enable theoperator of the vehicle to control the central tire inflation system1000 incorporating the manifold 400 and the valves 10 and/or 10′. Thecontroller 500 includes a suitable central processing unit 501 and anelectronic storage medium 503 connected to the unit 501 and capable ofstoring electronic information regarding the system 1000, including, butnot limited to, a number of pre-set operating parameters for the system1000. The controller 500 is connected to the manifold 400, air supply1002, and vehicle using any suitable circuitry in order for variousswitches 502 disposed on a control panel 550 for the controller 500 andoperably connected to the unit 501 to connect and control the operationof the valves 408 and 412, as well as to operate the pressurized airsupply or compressor 1002, as well as to register pressure readings fromthe pressure transducer 414. In one embodiment, to assist in the abilityto position the control panel 550 where desired, i.e., in an easilyaccessible location within the vehicle, the control panel 550 isdesigned to have a small size, such as under three (3) inches in height,and under five (5) inches in width, and more preferably about two (2)inches in height and about three (3) inches in width, and about 0.75inches thick. With this reduced size, the control panel 550 can belocated in a variety of locations within the vehicle using any number ofknown attachment mechanisms or devices.

In addition, the controller 500 can provide the operator with theability to determine and/or set various operating parameters for thetires of the vehicle, such as those based on the conditions in which thevehicle is being operated, as indicated by the LEDs 504 on the controlpanel 550 that are also operably connected to the controller 500 toindicate operating parameters of the manifold 400 and the valves 10 and10′, as well as other parts of the vehicle, as necessary or desired.Thus, the central processing unit 501 employed with the controller 500in a known manner can have a number of pre-set conditions stored in thesuitable electronic storage medium 503 that can be accessed and utilizedby the controller 500 and central processing unit 501 to control thesystem 1000 when certain switches 502 on the control panel 550 areselected by an operator to indicate the desired conditions for thevehicle. For example, the proper tire pressurizations for the tires 1006to be used in various terrains or when carrying various loads can bestored in the controller 500 and accessed by the controller 500 uponactivation of selected switches 502 to automatically set the pressuresfor the tires at the levels optimized for operation of the vehicle inthose selected conditions, particularly when the operating conditionsfor the vehicle are changing and/or when the vehicle is moving.

More particularly, in a preferred embodiment the control panel 550includes four control switches, including an on/off or power switch520A. The panel 550 also includes a terrain selection switch 502B withfour preset pressure setpoints that are stored in the storage medium 503and corresponding operation of the vehicle on: 1) the highway or pavedroads; 2) off-road or cross country; 3) mud, sand or snow; and 4) anemergency setting. A load switch 502C is also present in the panel 550and includes three preset setpoints stored in the medium 503, namely: 1)empty; 2) half loaded; and 3) fully loaded. These switches 502B and 502Cgive the operator of the vehicle a total of twelve operationalconfigurations for the system 1000 based on the options for the switches502B and 502C, enabling the system 100 to adapt to a wide range ofenvironmental conditions in which the vehicle is operated.

The panel 550 also includes a run-flat switch 502D that can be activateto cause the controller 500 for the system 1000 to do more frequentre-check cycles if a puncture in a tire 1006 is suspected.

In addition to the switches 502A-502D, the preferred embodiment for thecontrol panel 550 also includes certain following LED indicators 504A-E.Indicator 504A is an alarm LED to alert the operator that the system1000 is not working properly. This indicator 504A can illustrate themalfunctioning of the system 1000 as a solid lit indicator 504A,indicating vehicle low air supply before entering the manifold 400,400′, or a flashing indicator 504A, indicating a leak within the system1000. Indicator 504B indicates an over speed operating condition ifoperator is over speeding for a particular terrain pressure setpoint,where the indicator 504B will flash for 30 seconds. If operator hasn'tslowed vehicle to recommended speed within that time, the controller 500will adjust the configuration for the system 1000 to the next higherterrain setpoint as a preventative safety feature for the vehicleoperation. Also, indicators 504C-E can illustrate conditions where thefront (504C), rear (504D) or trailer (504E) tires are inflating ordeflating.

In addition to the description of the previous embodiments, the valve 10and manifold 400 of the present invention can also be modified invarious manners to provide added functionality to the valve 10 andmanifold 400. For example, the various structural components of thevalve 10 and manifold 400 can be formed from any suitablefluid-impervious material, such as a metal or hard plastic, to reducethe overall weight of the components.

Various alternatives are contemplated as being within the scope of thefollowing claims, particularly pointing out and distinctly claiming thesubject matter regarded as the invention.

1. A wheel valve to be utilized on a vehicle including a central tireinflation system, the valve comprising: a) a casing securable to a rimof a vehicle, the casing having an open end and a closed end defining acavity therein; b) a main valve body engaged with the casing within thecavity, the main body including at least one aperture located at each ofa lower and an upper end of an interior thereof, the lower apertureadapted to be positioned in sealing engagement with a pressurized airinlet; c) a valve member movably disposed within the interior of themain body and sealingly engageable with the main body, the valve memberincluding a number of openings therein to enable fluid communicationbetween the lower aperture in the main body and the cavity in the casingthrough the valve member; and d) a biasing member disposed between themain body and the valve member.
 2. The wheel valve of claim 1 whereinthe main body extends outwardly from the casing.
 3. The wheel valve ofclaim 2 wherein the main body includes a wide upper portion formed witha number of spaced, radially extending tabs engaged with the cavity inthe casing and defining channels therebetween, and a narrow lowerportion that defines a space between the main body and the cavity. 4.The wheel valve of claim 1 wherein the main body includes a peripheralgroove adjacent the lower end and in which a sealing member is disposedthat is adapted to be sealingly engaged with the rim.
 5. The wheel valveof claim 1 wherein the main body is entirely positioned within andsealingly engaged with the casing.
 6. The wheel valve of claim 1 whereinthe valve member comprises: a) a hollow lower section disposed withinthe interior of the main body; b) a narrow central section connected tothe lower section and including the number of openings therein; and c) awide upper section connected to central section opposite the lowersection, the upper section including a top portion sealingly engageablewith the main body.
 7. The wheel valve of claim 6 wherein the topportion includes a conical section having a sealing member therein thatis engageable with the main body.
 8. The wheel valve of claim 7 whereinthe main body includes an inwardly tapering surface matable with theconical section and sealing member of the top portion of the valvemember.
 9. The wheel valve of claim 6 wherein the lower portion includesa number of grooves disposed on an exterior surface of the lower sectionto reduce the area of the lower section in contact with the main body.10. The wheel valve of claim 1 wherein the casing includes a number ofsecuring flanges extending outwardly from the casing and adapted toreceive fasteners therein that engage the flanges and casing with therim.
 11. The wheel valve of claim 1 wherein the cavity is adapted to bein direct fluid communication with the interior of a tire to allow theair pressure within the tire to urge the valve member into a closedposition against the bias of the biasing member.
 12. A central tireinflation system to be utilized on a vehicle, the system comprising: a)at least one wheel valve including a casing securable to a rim of avehicle, the casing having an open end and a closed end defining acavity therein that is adapted to be in fluid communication with aninterior of a vehicle tire, a main valve body engaged with the casingwithin the cavity, the main body including at least one aperture locatedat each of a lower and an upper end of an interior thereof, a valvemember movably disposed within the interior of the main body andsealingly engageable with the main body, the valve member including anumber of openings therein to enable fluid communication between thelower aperture in the main body and the cavity in the casing through thevalve member, and a biasing member disposed between the main body andthe valve member; and b) a manifold adapted to be secured to the vehicleand operably connected to lower aperture of the main body of the atleast one valve and adapted to be operably connected to a pressurizedair supply for the central tire inflation system, wherein the manifoldincludes a unitary housing including a fluid inlet and a number of fluidoutlets interconnected with one another by internal passages within thehousing, and at least one control valve operably connected to theinternal passages within the housing between the fluid inlet and thefluid outlets.
 13. The system of claim 12 wherein the manifold furthercomprises: a) a first control valve disposed between the fluid inlet andthe number of fluid outlets; and b) a second control valve disposedbetween the number of fluid outlets and a pressure relief fluid outlet.14. The system of claim 12 further comprising a pressure transduceroperably connected to the internal passages within the housing betweenthe fluid inlet and the fluid outlets to monitor the fluid pressure inthe manifold.
 15. The system of claim 12 further comprising; a) apressurized fluid supply operably connected to the manifold to supplythe pressurized fluid to the manifold; and b) a controller operablyconnected to the at least one valve of the manifold and to thepressurized fluid supply to selectively control the operation of the atleast one valve and the pressurized air supply.
 16. A method forinflating or deflating a tire on a vehicle, the method comprising thesteps of a) providing a central tire inflation system having at leastone wheel valve including a casing securable to a rim of a vehicle, thecasing having an open end and a closed end defining a cavity therein influid communication with an interior of a vehicle tire, a main valvebody engaged with the casing within the cavity, the main body includingat least one aperture located at each of a lower and an upper end of aninterior thereof, a valve member movably disposed within the interior ofthe main body and sealingly engageable with the main body, the valvemember including a number of openings therein to enable fluidcommunication between the lower aperture in the main body and the cavityin the casing through the valve member, and a biasing member disposedbetween the main body and the valve member, a manifold secured to thevehicle and operably connected to the at least one valve, the manifoldhaving a unitary housing including a fluid inlet and a number of fluidoutlets interconnected with one another by internal passages within thehousing and at least one control valve operably connected to theinternal passages within the housing between the fluid inlet and thefluid outlets, a pressurized fluid supply operably connected to themanifold to supply the pressurized fluid to the manifold, and acontroller operably connected to the at least one valve of the manifoldand to the pressurized fluid supply to selectively control the operationof the at least one valve and the pressurized air supply; b) operatingthe controller to direct a flow of pressurized fluid from the fluidsupply through the manifold to the at least one valve sufficient to movethe valve member with respect to the main body in conjunction with thebiasing member and open the valve.
 17. The method of claim 16 whereinthe flow of pressurized fluid has a pressure greater than the fluidpressure within the tire to inflate the tire.
 18. The method of claim 16wherein the flow of pressurized fluid has a pressure less than the fluidpressure within the tire to deflate the tire.